Railroad gate



(No Model.) v 3 Sheets-Sheet 1. G. A. HALL & G. S. POGG.

RAILROAD GATE.

No. 280,307. Patented June 26, 1883.

Ga. A TORNEYS .S E N W (N0 Model.) 3 Sheets-Sheet 2 G. A. HALL & G. s. FOGG.

RAILROAD GATE. No. 280,307 a Patented Jun 26, 1883.

WITNESSES n s g2 fmmmmw. ATTORNEYS (No Model.) 3 Sheets-Sheet 3.

'G. A. HALL & G. S. FOGG.

v RAILROAD GATE. 5 No. 280,807; Patented June 26, 1883.

WITNESSES G290 wfjgflo 5 6138006". 70; I

' A TORNEYS N. PETERS Pholo-Lfllwgrapher. wuhin mn. D4 C.

. Fig. 4 is an enlarged detail of a portion therepinion c of the governor B, the arms d of which UNITED STATES PATENT OFFICE.

GEORGE A. HALL, OF WATERFORD, AND GEORGE S. FOGG, OF VVESTBBOOK,

MAINE; SAID FOGG ASSIGNOR TO SAID HALL.

RAI LROAD-GATE.

SPECIFICATION forming part of Letters Batent No. 280,307, dated June 26, 1883.

7 Application filed December 15,1881. (N0 model.)

To all whom it may concern:

Be it known that we, GEORGE A. HALL and GEORGE S. Foes, citizens of the United States, residing, respectively, at Waterford and Westbrook, in the counties of Oxford and Cumberland and State of Maine, haveinvented a new and valuable Improvement in Railroad-Gates; and we do hereby declare that the following is a full, clear, and exact description of the construction and operation of the same, reference being had to the annexed drawings, making a part of this specification, and to the letters and figures of reference marked thereon. I

Figure 1 of the drawings is a representation of a perspective of our invention. Fig. 2 is a side view of the gate and its immediate connections. Fig. 3 is an end view of the same.

of. Fig. 5 is a detail view of the lever-weight. Fig. 6 is a horizontal section of one of the levers and its connections. Fig. 7 is a side view of the same, and Figs. 8, 9, and 10 are details.

This invention has relation to certain improvements 011 the railroadgate for which Letters Patent No. 240,684 were granted to us, dated April 26, 1881.

The invention consists in the construction and novel arrangement of the fall-governing devices, the spring-stop, in combination with the weight-lever, and the slotted operating-1e ver, in connection with the shaft and ratchetwheel of said weight-lever, the yielding engine attachment or strike, the horizontal strikelever and. its spring-pawls, in combination with the ratchet-wheel, its shaft, pulley, and weighted chain or cord, and the replacing cord and weight, in connection with said strike-lever, all as hereinafter shown and described.

The object of this invention is to facilitate the use of railroad-gates which are adapted to be opened and closed by passing trains.

In the annexed drawings, the letter A designates the gate, which is pivoted to vibrate vertically between standards a, and is provided with an arc-shaped rack, b, which engages the extend upward above their pivotal points in the head 0, and are made concave t0 fit the bearing-post D. When the gate A falls across the road, the arms of the governor are designed to engage said post, and by friction mal position.

thereon prevent the movement of the gate in its descent from being too rapid.

shaft e, the weight-lever E, which carries near its upper end a pawl, f, which engages a ratch et-arc, g, on the gate A. A stop, 0, projects from the weightlever E, and preventsthe pawl f from falling below the lower notch of the arc-rack 9. When the weight-lever E returns to its normal position, it carries the pawl f up, through the medium of the stop e", to its nor- The object of the pawl f and arc-rack g is to prevent the rebound of the barrier when-it descends. This weightlever is also provided with a ratchet-arc, k, near its upper end, to engage the lower beveled end of the spring-stop h, which has avertical sliding movement in bearings on the standard. The spring I is arranged between these hearings, and is designed to keep the stop depressed for engagement, except when lifted by the passage of the pin or roller on under its cam-head a. When. the stop is lifted in this manner, the weight-lever is free to fall, and carries with it the lower end of the gate, with which it is in engagement by means of the bearing-pin 1;, thereby raising the barrier 'end of the gate into the vertical position, or as near that position as may be desirable. Near itslower end the front edge of the weight-lever is provided with teeth or notches q, to engage the pin 1) when the gate is in the raised position, and serving to prevent the gate from being turned down by the wind or other accidental force.

F represents the operating-lever, which is pivoted to the upper extension, a, of the standard a, and is provided near its lower end with the arc-shaped slot 7', through which extends the shaft 6 0f the weightlever. To the end of this shaft is secured the ratchet-wheel s, which is designed to engage one of the spring rack-pawls, t, which are pivoted to the operating-leverone at each side of the arc-slot r, and one above and the other below said slot, as shown in the drawings. In order to facilitate the attachment of the rack-pawls and their springs, angular bearings a are provided,-having heads 0, arms w, and stops z. The pawl 25 is located between the arm o and the leverbody, and is pivoted in this position to the lever-body and to said arm. The tails b and heads 12 of the bearings are connected by springs, as shown, which cause the toes c. to normally engage the stops .2. When the lever is moving in a direction to regain its upright position, the springs allow the rack-pawls to pass easily over the teeth of the ratchet-wheel.

To the upper end of .the operating-lever is attached the main cord or wire d, which eX- tends to the pulley of the strike-lever G. Usually there are two of these strike-levers, arranged at some distance from the gate, and on each side of the same, along the track. Each lever G is pivoted to a table or base-plate, H, which is raised on suitable bearings, and is provided with a bridge-bar, K, having bearings for the shaft 6 of the pulley L, to which the chain or rope from the main wire is connected. To the lower end of this shaft is fastened the ratchet-wheel s, which is designed to engage with one or the other of the spring rack-pawls 1'', according to the direction of movement of the strike-lever, said rack-pawls being pivoted one on each side of the lever, and one in front and the other in rear of the ratchet wheel. These rack-pawls are providedwith angular bearings a as above described. The projecting end 9 of this lever is forked and provided with a roller-bearing, h, between the branches of the fork, against which the engine attachment N strikes in passing; and whatever be the direction of movement of the engine the pulley L will always be rotated'in such a manner as to effect a pull on the main wire and on the operating-lever, raising the weight-lever and allowing the gate to fall.

To the end of the operating rope or chain, which passes around the pulley L, is connected a weight, P, said rope passing over a guidepulley, k, and said weight serving to keep the main wire properly strained for action.

This method of connecting the operating and its central position, after engagement with the engine attachment or to the operating is provided with rolls 1), which are located in the slot at between the bars, and springs z are arranged on each side of the sliding projection. The yielding character of the strike is designed to prevent injury in the engagement withthe end of the strike-lever, either to the parts of the gate.

The action of the engine in passing in either direction by contact with the first strike-1ever is to cause the weight-lever of the gate to rise through the action of one of the pivoted pawls tupon the rack s on the shaft 0, which permits the weight of the barrier end to overcome that of the weighted end, and the gate to fall. The

weights P are intended to retain the lever F in its inclined position, after closing the gate, and the weights R are only sufficiently heavy to return their respective strike-levers to their normal positions. As the engine passes on its way it engages the second strike-lever, and thereby pulls the operating-lever of the gate in the reverse direction, throwing the pin or roller at the upper end of said lever under the the cam-head of the stop and raising the latter, thereby letting the weight-lever fall and raise the gate.

Having described this invention, what we claim, and desire to secure by Letters Patent, 1s-

1. The combination, with the vibratory railroad-gate and its rack, of the governor B and its pinion, substantially as specified.

2. The combination, with the weight-lever E and the slotted operating-lever having the pin or roller m, of the shaft 6 and ratchetwheel 8, and the spring-stop h, having the cam head n, substantially as specified.

3. The yielding engine attachment or striker N, consisting ofthe bars a W, between which, at the ends, are bolted the arms m, in combination with the slide n, having rolls 1), and

the springs z 2, whereby the strike-levers of 100 the gate may be operated, as specified.

4. The combination, with the horizontal strike-lever G and its spring rack-pawls 1-, of the ratchet-wheel 8, its shaft 6, pulleyL, chain or cord, and weight P, substantially as specified.

In testimony that we claim the above we have hereunto subscribed our names in the presence of two witnesses.

1 GEORGE A. HALL.

GEORGE S. FOGG. Witnesses:

FRANK E. WEBB, J AMES M. XVEBB. 

